Overhead luggage container, particularly for airplanes

ABSTRACT

The invention relates to an overhead luggage container ( 1 ), particularly for airlines, comprising a reinforcing structure ( 11 ) which is connected to the container ( 1 ) and which is disposed essentially in the direction of the longitudinal extension of the container ( 1 ), and at least one device ( 5 ) for suspension on a carrying structure ( 2 ) of the plane or like. In order to create a container ( 1 ) which can be subjected to relatively high static strain without running the risk that the container ( 1 ) will fall on the passengers sitting below, while at the same time reducing technical complexity in production and reducing the weight of said container, at least one respective rigid connecting element ( 17 ) is arranged to the side of the container ( 1 ) between the reinforcing structure ( 11 ) and the suspension device ( 5 ) in a substantially vertical manner with respect to the longitudinal extension of the container ( 1 ). The connecting element ( 17 ) is used to transmit forces exerted by the luggage on said container ( 1 ) and to deflect them to the suspension devices ( 5 ) and carrying structure ( 2 ) of the plane, thereby relieving the amount of strain placed on the side walls ( 12 )

The invention relates to an overhead luggage stowage container,particularly for airplanes, including at least one reinforcing structureconnected with the container and arranged substantially in the directionof the longitudinal extension of the container, and at least one devicefor suspension from a supporting structure of the airplane or the like.

Overhead luggage stowages are used, in particular, in airplanes to storepassengers' hand luggages during flights. Yet, also overhead stowagesfor other transport means such as, for instance, rail-bound vehiclesand, preferably, high-speed trains as well as buses or ships are coveredby the present invention. Overhead stowages in airplanes are subject toextremely high mechanical loads, particularly during the take-off andlanding phases as well as during the flight and in emergency cases, forwhich reason overhead luggage stowages for airplanes will have to bedesigned to withstand particularly high loads. Those high demands placedon luggage stowage containers drastically increase productionexpenditures and in most cases also involve increased dead weights.

These days, overhead luggage stowages, particularly for airplanes, inmost cases are produced of plastics materials through sandwichconstruction with cores usually made of honeycomb materials and coveredby overlays of plastics materials optionally reinforced with glass orcarbon fibers. Overhead luggage stowages can be comprised of bent-aroundtrays manufactured of an above-described material by multi-fold bendingor folding. The container can also be produced in an autoclave by thecuring of prepreg layers arranged on a mold. The stowage in most caseswill further comprise an opening which may advantageously be closed byflaps. EP 0 557 267 B1, for instance, describes such an overhead luggagestowage and a method for its production. Since the substantiallyvertical side walls of the luggage stowage are subject to high loadscaused by vertically directed forces, these side walls and theirconnection with the bent-around tray of the luggage stowage will have tobe produced in a particularly stable and complex manner. This results inan increased weight of the luggage stowage, on the one hand, and inelevated production costs, on the other hand.

Also EP 0 658 644 A2 describes an overhead luggage stowage, which iscomprised of structural components having particularly low weights whilesimultaneously offering high stability.

EP 718 189 A1 discloses an overhead luggage stowage having an increasedloading capacity and intended for the retrofitting of existingairplanes, thus being compatible with existing suspension devices foroverhead luggage stowages. The overhead luggage stowages according tothat document are, however, not specifically designed for the increasedstatic loads exerted by the luggage items contained therein.

In terms of mechanics, overhead luggage stowages, particularly forairplanes, intended for passengers' luggages or the like are usuallydesigned for two situations. One situation comprises the normal, regularflight operation, in which the stowage is to withstand without damagespecific loads caused, for instance, by air gusts, particularly duringtake-off and landing. During take-off and landing or in the event of airgusts, accelerations which may, for instance, be six times as high asthe gravitational acceleration will be caused by the inertia of the loadcontained in the luggage stowage. Such values are common particularly inthe tails or noses of planes. The second case of load results from anemergency situation, which may occur, for instance, at an emergency orcrash landing of a plane. In order to be able to guarantee thepassengers' safety in such a case, the baggage stowages are, as a rule,designed to withstand 1.5 times the normal load, which means, forinstance, loads equalling nine times the gravitational acceleration.Those high loads place particularly high manufacturing demands on thebaggage stowages and, in particular, on the side walls and theirconnections with the bent-around tray of the overhead baggage stowage.

Nowadays, an increasing number of increasingly heavy luggage items suchas small suitcases, laptops, photographic and video equipments, etc. aretaken into airplane cabins as hand luggages. In practice, thepermissible overall load of luggage stowages is frequently exceeded. Inan emergency case, for example during an emergency landing, the luggageitems stored in the stowage may constitute a danger to the passengers.In order to strengthen the bottom plate of an overhead baggage stowage,reinforcing structures comprised, in particular, of bottom plateprofiles are mostly provided, which at the same time serve, forinstance, for the suspension of means provided above the passenger seatrows, such as air-conditioning, oxygen supply and lighting. The bottomplate of the overhead luggage stowage is thus strengthened by thereinforcing structures, yet the occurring forces are introduced into theside walls of the stowage and, from there, into the suspension devicesand, further on, into the supporting structure of the airplane or thelike. This may result in the destruction of the side walls and hence inthe opening of the overhead luggage stowages, thus causing the luggageitems to crash down or the suspension device provided on the supportingstructure of the airplane to pull off.

In order to secure the overhead luggage stowages against crashing down,safety devices which are formed, for instance, by flexibleforce-deflection elements additionally containing a kinetic energydestruction means are known, which will retain the overhead luggagestowage on the supporting structure of the airplane or the like, evenafter the suspension device has pulled off. Such a securing device is,for instance, described in EP 0 767 100 A1.

It is the object of the present invention to provide an overhead luggagestowage, particularly for airplanes, which withstands the static loadscaused by the luggage items contained therein, thus eliminating any riskto the passengers sitting below the luggage stowage. Furthermore, theoverhead luggage stowage is to be producible in a manner as quick andsimple as well as cost-effective as possible while offering a weight aslow as possible. The low weight is of special relevance to aircraftbecause of their fuel consumption.

The object according to the invention is achieved in that at least onerigid connection element is each arranged laterally of the containerbetween the reinforcing structure and the suspension device in a mannersubstantially vertical in respect to the longitudinal extension of thecontainer. The rigid connection element according to the inventionserves as an element for the deflection of force from the bottom of thecontainer via the reinforcing structure(s) to the suspension device(s),thus relieving the overhead luggage stowage and, in particular, its sidewalls and allowing them to be produced in a simpler and morecost-effective manner. No high demands are, therefore, placed, inparticular, on the connections between the side walls of the overheadluggage stowage and the remaining container body. By rigid connectionelements, connection elements made of materials that do not undergo anyrelevant dimensional changes in the event of loads under normalconditions are to be understood. On account of the rigid connectionelements arranged between the reinforcing structures and the suspensiondevices, the overhead luggage stowages are able to withstand elevatedstatic loads. On the other hand, low demands are placed on themanufacture and mounting of the overhead luggage stowage. The number ofconnection elements is adapted to the maximally occurring load values.The static load is, thus, transferred into the reinforcing structuresand the connection elements by the overhead luggage stowage itself.Passengers or the like present below the overhead luggage stowage arethereby protected against crashing-down stowages or luggage items,particularly in extreme situations. By the term “substantiallyvertical”, angular ranges of ±5° relative to the vertical line inrespect to the longitudinal direction of the overhead luggage stowagecontainer are to be understood. Safety devices, for instance, asdescribed above and comprised of seat belts or the like may, of course,be employed to further enhance the safety, for instance, at theoccurrence of dynamic loads in extreme situations. The invention isapplicable to both fixed overhead luggage stowage containers andpivotally or displaceably arranged containers. In the event of pivotallyarranged overhead stowage containers, the rigid connection element maybe arranged both laterally of the movable container part and laterallyof the fixed container part optionally connected with the movablecontainer part.

In a preferred manner, the connection element is positively connectedwith the reinforcing structure and the suspension device. The formclosure ensures the transmission of force from the container via thereinforcing structures into the substantially vertically arrangedconnection element and, from there, further into the suspension deviceand into the supporting structure of the airplane or the like.

While the overhead luggage stowage container may be formed by an openstowage compartment, the container advantageously includes a fixed partand a part movably connected with the same.

The movable container part may be comprised of a door articulatelyconnected with the fixed container part. Such an embodiment is commonwith overhead luggage stowage containers provided in airplanes.

Alternatively, the movable container part may be comprised of aluggage-receiving tray that is movably connected with the fixedcontainer part. Such overhead luggage stowage containers are used to anincreasing extent especially in large passenger planes, because thestowage of luggage will be substantially facilitated by the downwardpivoting or displacement of the container.

The movement of the tray relative to the fixed container part may berealized by the aid of a joint which allows for a pivotal movement ofthe tray relative to the fixed container part, or by the aid of adisplacement mechanism which allows for a displacement of the trayrelative to the fixed container part.

The joint or the displacement mechanism of the movable container part ispreferably connected with the suspension device.

According to a further characteristic feature of the invention, it isprovided that the tray includes at least one reinforcing structure, andthat at least one rigid connection element is arranged between areinforcing structure and the joint or displacement mechanism,respectively, in a manner substantially vertical in respect to thelongitudinal extension of the container. The movable container partformed by a tray is thus equipped with the rigid connection elementaccording to the invention in the same manner as a fixed overheadluggage stowage container, whereby the static loads are transmitted fromthe side walls of the tray via the connection element and the joint, orthe displacement mechanism, into the suspension device and further intothe supporting structure of the airplane or the like.

As a rule, at least one carrier arranged in the longitudinal directionof the container and projecting laterally of the container is providedto form the reinforcing structure. Since such carriers are exposed tohigh bending stresses, they are frequently made in the form of profiles,for instance of light metals like aluminum. The reinforcing structures,however, may also be shaped differently and made of other materials. Thecarriers are usually connected, for instance glued or screwed, with thelower side of the container. Such structures, in addition to reinforcingthe container, also fulfill the functions of force absorption and forcedeflection.

For the positive connection of the connection element, the latter,according to a further characteristic feature of the invention,comprises openings into which the ends of the reinforcing structure andthe suspension devices can be inserted. In order to provide a positiveconnection between the connection element and the reinforcing structureand the suspension devices, it will do to insert the reinforcingstructure and suspension device, respectively, into the respectiveopenings of the connection elements. The forces occurring both in thevertical and in the horizontal direction will be transmitted by theconnection elements. Moreover, it is, of course, feasible to usefastening means such as screws or the like and provide a positive andforce-transmitting connection between the connection element and thecarriers and suspension devices, respectively. A detachable connection,however, offers the advantage that mounting and dismounting will berealized in a substantially quicker and simpler manner and theretrofitting of, for instance, an airplane or the like, e.g., theconversion of a passenger plane into a freight plane, will be morerapidly feasible.

The reinforcing structures need not be realized by separate structuralcomponents, but can also be formed by a part of the container itself,for instance, by a reinforced bottom plate.

In order to reduce the weight of the connection element, it may compriseholes, recesses or the like. These holes, recesses or the like arepreferably provided on points where minimal forces occur.

In order to prevent the overhead luggage stowage container from slippingrelative to the connection elements, the connection elements can beconnected, for instance glued or screwed, with side walls of the fixedcontainer part, or the movable container part formed by a tray. Althoughthis means an increase in the work involved in mounting, slipping willbe prevented also in a direction in the vertical plane relative to thelongitudinal extension of the container.

The side walls are preferably made of fiber-reinforced plasticcomposites through sandwich construction with cores made of honeycombmaterials.

The side walls of the container are preferably glued with the fixedcontainer part, or the movable container part formed by a tray, no highdemands being placed on said connection. Like the container parts, alsothe side walls may, for instance, be made of plastics through sandwichconstruction and connected with one another by simple adhesiveconnections. Complex connections between the side walls and thecontainer parts via additional overlapping fiberglass-reinforced plasticlayers are not required. Production costs and also the weight of theoverhead luggage stowage containers will, thus, be drastically reduced.

It is likewise feasible to produce the connection element and thereinforcing structure in one piece. Thus, a structure is formed, onwhich the overhead luggage stowage container is more or less placed andsecured against lateral slipping by the connection of the reinforcingstructure, for instance, with the bottom plate of the container.

The connection elements may be made of metals, preferably light metals,plastics and, in particular, fiber-reinforced plastics, or plasticsproduced by resin injection methods. Various thermoplastics orthermosetting plastics, which may be reinforced with glass or carbonfibers, are suitable as plastics. The material will be chosen as afunction of the respective requirements.

In order to avoid any uncontrolled reaction of the overhead luggagestowage container in extreme situations, for instance during emergencylandings of airplanes, the reinforcing element may include predeterminedbreaking points, and means for destroying kinetic energy may beconnected to the ends of said predetermined breaking points.Consequently, the selective destruction of the reinforcing elements uponexceeding of the load will be ensured and the crashing down of theoverhead luggage stowage container will be prevented by the device fordestroying kinetic energy. The kinetic energy may, for instance, berealized by a looped belt or by an elastic element or by a speciallyprovided tissue.

In order to provide additional safety, at least one flexible belt or thelike may be arranged between the reinforcing structure and thesuspension device, which belt preferably includes a means for destroyingkinetic energy. The overhead luggage stowage will thereby be preventedfrom crashing down even if the suspension device pulls off. The devicefor destroying kinetic energy may, for instance, be realized in that thebelt is arranged over a given length in superimposed loops which arefixed by seams. The seams are designed to tear open at a predeterminedload, thus enabling the extension of the effective section of the safetybelt. Although the luggage stowage would, thus, be lowered by a certainlength in an emergency case, it would not crash down on the heads of thepassengers sitting below the overhead luggage stowage.

In the following, the invention will be explained in more detail by wayof exemplary embodiments with reference to the drawings. Therein:

FIG. 1 schematically illustrates the arrangement of an overhead luggagestowage container in an airplane, viewed in cross section through itsfuselage;

FIG. 2 is a perspective view of an exemplary method for the manufactureof an overhead luggage stowage container of honeycomb-reinforcedcomposite materials;

FIG. 3 is a side view of an overhead luggage stowage containerconfigured according to the invention;

FIG. 4 shows the detail IV from FIG. 3, viewed laterally on the overheadluggage stowage container;

FIG. 4 b is a side view of the detail from FIG. 4 a;

FIG. 5 is a perspective view of a variant of the overhead luggagestowage container according to the invention, comprising a reinforcingstructure and connection element formed in one piece; and

FIG. 6 illustrates the configuration of a pivotally mounted overheadluggage stowage container.

FIG. 1 illustrates the arrangement of an overhead luggage stowagecontainer 1 in an airplane, viewed in cross section through part of thefuselage 2. Seats 4 are usually fastened to the bottom 3 of the interiorof a passenger plane, and the overhead luggage stowage containers 1 arearranged above the seats 4. The containers 1 are usually connected witha supporting structure of the airplane, for instance the fuselage 2, viasuspension devices 5. The term supporting structure encompasses anyelements directly attached to rigid structures such as, e.g., thefuselage 2. In addition, a further connection by means of a support 6may be realized between the overhead luggage stowage container 1 and thefuselage 2.

As a rule, the overhead luggage stowage container 1 is comprised of afixed container part 8 including a bottom plate 7, a rear wall, theupper side and at least a portion of the front side. The fixed containerpart 8 comprises an opening 9 which is closeable by a flap 10. On thebottom plate 7 of the fixed container part 8, reinforcing structures 11are arranged, which may be comprised of metal carriers connected, forinstance glued or screwed, with the bottom plate 7. Above thepassengers' heads, the various lighting, air-conditioning andoxygen-supplying means are arranged on these reinforcing structures 11.Laterally, the fixed container part 8 comprises side walls 12. Luggageitems contained in the overhead luggage stowage container 1 exert forceson the bottom plate 7, which are normally deflected into the suspensiondevices 5 via the side walls 12. As the admissible load limits areexceeded, the suspension devices 5 or the upper side walls 12 are comingoff and the overhead luggage stowage container 1, or the luggage itemscontained therein, may crush down on the passengers' heads. For thisreason, the overhead luggage stowage container 1 according to theinvention is provided with a connection element 17 between thereinforcing structures 11 and the suspension devices 5, which is aimedto relieve the side walls 12, thus preventing the container 1 from beingdestroyed.

The invention is not limited to fixed overhead luggage stowagecontainers 1 as illustrated in FIG. 1, but may also be applied withdownwardly pivotable or displaceable overhead luggage stowagecontainers, which have recently been employed to an increasing extent.

FIG. 2 shows an option of producing an overhead luggage stowagecontainer 1 from a bent-around tray forming the fixed container part 8,which may be made of fiberglass or carbon fiber composites throughsandwich construction. A honeycomb core 15 is arranged between two webs13, 14 of fiber-reinforced plastics. On the folding sites of the fixedcontainer part 8 no honeycomb cores 15 are provided, and the webs 13 and14 are contiguously disposed. The container part 8 can, thus, be appliedon an accordingly shaped mold. The side walls 12 of the container 1 arelikewise applied on the mold and, for instance, glued with the containerpart 8. The production can be effected in an autoclave under heat andpressure. Such a production procedure is extremely complex, since highdemands are placed on the side walls 12 and the connection between theside walls 12 and the container part 8.

FIG. 3 is a side view of an overhead luggage stowage container 1according to the present invention. The container 1 is comprised of afixed container part 8 including the bottom plate 7. Luggage can beintroduced into the container part 8 through an opening 9, which ispreferably designed to be closeable. On the upper side of the containerpart 8, a suspension device 5 is arranged. Reinforcing structures 11 inthe form of extruded rail profiles preferably made of metal are arrangedalong with the bottom plate 7 of the container part 8. The reinforcingstructures 11 are connected, for instance glued or screwed, with thebottom plate 7. On the side of the overhead luggage stowage container 1,at least one rigid connection element 17 is further arranged between thereinforcing structures 11 and the suspension device 5. The connectionelement 17 comprises openings 18 for the positive and force-transmittingconnection with the reinforcing structures 11 and the suspension device5. The connection element 17 is designed with a view to safeguarding thepower flow from the reinforcing structures 11 on the bottom plate 7 ofthe container 1 to the suspension device 5. To reduce weight, holes 19or recesses 20 may be provided in the connection element 17. These holes19, recesses 20 or the like are in fact provided on those sites of theconnection element 17, where the occurring forces are minimal. Theconnection element 17 may be made of metal, plastics and, in particular,fiber-reinforced plastics. In order to avoid any uncontrolled reactionof the overhead luggage stowage container 1 in extreme situations, forinstance during emergency landings of airplanes, the connection element17 may include predetermined breaking points 24 formed, for instance, bynarrows (illustrated in broken lines). Means aimed to destroy kineticenergy such as, for instance, a looped belt or an elastic element (notillustrated) may be connected to the ends of the predetermined breakingpoints 24.

FIGS. 4 a and 4 b in detail show an example of the connection betweenthe connection element 17 and the reinforcing structure 11. For thispurpose, openings 18 through which the reinforcing structure 11 or partsthereof can be inserted, are arranged in the connection element 17. Theend of the reinforcing structure 11 projecting through the connectionelement 17 may be additionally fixed, for instance, by the aid of ascrew or the like so as to prevent the reinforcing structure 11 fromslipping relative to the connection element 17. In addition, an adhesivelayer 21 may be provided for connection between the side wall 12 of thecontainer 1 and the connection element 17.

Finally, FIG. 5 depicts a variant of the invention, in which thereinforcing structures 11 and the connection elements 17 are produced inone piece. The reinforcing structure 11 and the connection elements 17constitute a swing-type structure in which the (schematicallyillustrated) overhead luggage stowage container 1 is arranged. Thesuspension devices 5 of the overhead luggage stowage container 1 areinserted, through appropriate openings 18, through the connectionelements 17 and connected with the supporting structure of the airplane.

FIG. 6 depicts a variant of an overhead luggage stowage container 1which is pivotable in a manner that the deposition of luggage items willbe facilitated particularly in huge airplanes. The container 1 iscomprised of a movable part formed by a tray 22 and includingreinforcing structures 11. The reinforcing structures 11 according tothe invention are connected with connection elements 17, which arearranged substantially vertical in respect to the longitudinal extensionof the container 1. The tray is pivotally connected with the fixedcontainer part (not illustrated) via a joint 23 which may be connectedwith the suspension device 5 (not illustrated). In the embodiment of apivotally arranged overhead luggage stowage container 1, both the fixedcontainer part 8 and the movable container part formed by a tray 22 maybe provided with the connection elements 17 according to the invention.

The present overhead luggage stowage container 1, particularly forairplanes, withstands increased loads without raising productionexpenditures for the overhead luggage stowage container 1.

1. An overhead luggage stowage container (1), particularly forairplanes, including at least one reinforcing structure (11) connectedwith the container (1) and arranged substantially in the direction ofthe longitudinal extension of the container (1), and at least one device(5) for suspension from a supporting structure (2) of the airplane orthe like, characterized in that at least one rigid connection element(17) is each arranged laterally of the container (1) between thereinforcing structure (11) and the suspension device (5) in a mannersubstantially vertical in respect to the longitudinal extension of thecontainer (1), wherein the connection element (17) is positivelyconnected with the reinforcing structure (11) and the suspension device(5).
 2. A container according to claim 1, characterized in that thecontainer (1) includes a fixed part (8) and a part movably connectedwith the same.
 3. A container according to claim 2, characterized inthat the movable container part is comprised of a door (10) articulatelyconnected with the fixed container part (8).
 4. A container according toclaim 2, characterized in that the movable container part is comprisedof a luggage-receiving tray (22) that is movably connected with thefixed container part (8).
 5. A container according to claim 3,characterized in that the tray (22) is pivotally connected with thefixed container part (8) via of a joint (23).
 6. A container accordingto claim 4, characterized in that the tray (22) is pivotally connectedwith the fixed container part (8) via a displacement mechanism.
 7. Acontainer according to claim 5, characterized in that the joint (23) orthe displacement mechanism, respectively, is connected with thesuspension device (5).
 8. A container according to claim 5,characterized in that the tray (22) includes at least one reinforcingstructure (11), and that at least one rigid connection element (17) isarranged between a reinforcing structure (11) and the joint (23) ordisplacement mechanism, respectively, in a manner substantially verticalin respect to the longitudinal extension of the container (1).
 9. Acontainer according to claim 1, characterized in that at least onecarrier arranged in the longitudinal direction of the container (1) andprojecting laterally of the container (1) is provided to form saidreinforcing structure (11).
 10. A container according to claim 9,characterized in that the connection element (17) comprises openings(18) for the positive connection with the ends of the reinforcingstructure (11) and the suspension devices (5).
 11. A container accordingto claim 1, characterized in that the reinforcing structure (11) isformed by a part of said container (1).
 12. A container according toclaim 1, characterized in that the connection element (17) comprisesholes (19), recesses (20) or the like.
 13. A container according toclaim 2, characterized in that the connection element (17) is connected,for instance glued or screwed, with side walls (12) of the fixedcontainer part (8), or the movable container part (1) formed by a tray(22).
 14. A container according to claim 13, characterized in that theside walls (12) are made of fiber-reinforced plastic composites throughsandwich construction with cores (15) made of honeycomb materials.
 15. Acontainer according to claim 14, characterized in that the side walls(12) are glued with the fixed container part (8), or the movablecontainer part formed by a tray (22).
 16. A container according to claim1, characterized in that the connection element (17) and the reinforcingstructure (11) are produced in one piece.
 17. A container according toclaim 1, characterized in that the connection element (17) is made ofmetal.
 18. A container according to claim 1, characterized in that theconnection element (17) is made of plastics and, in particular,fiber-reinforced plastics.
 19. A container according to claim 1,characterized in that the reinforcing element (17) includespredetermined breaking points (24), and that means for destroyingkinetic energy are connected to the ends of the predetermined breakingpoints (24).
 20. A container according to claim 1, characterized in thatat least one flexible belt or the like is arranged between thereinforcing structure (11) and the suspension device (5).
 21. Acontainer according to claim 20, characterized in that the belt or thelike includes a means for destroying kinetic energy.